Draw-bar for railway-cars



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G. A SCHR OYER. DRAW BAR FOR RAILWAY CARS.

o. 599,637. Patented Feb. 22, 1898.

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G.A.SOHROYER. DRAW BAR FOB, RAILWAY CARS. No. 599,637. Ppizqnted Feb.22", 1898:

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- UNITED STATES PATENT OFFICE.

CHARLES A. SOHROYER, or CHICAGO, ILLINOIS.

DRAW-BAR FOR RAI LWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 599,637, dated February22, 1898.

Application filed March 22, 1897.

To all whom it may concern:

Be it known that I, CHARLES A. SCHROYER, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Draw-Bars for Railway-Oars, of which the following is a specification.

The object of my invention is to provide a simple, economical, andeificient draw-bar with buffing mechanismand inclosing holding-stopmechanisms, and is intended to be an improvement upon the mechanismdescribed and claimed in Letters Patent No. 438,386, granted to me the14th day of October, 1890.

The invention consists in the features, combinations, and details ofconstruction hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a plan view of a draw-bar,looking at it from below and constructed in accordance with myimprovements; Fig. 2, a side elevation of the rear end of the draft-armand a portion of the stop-casting; Figs. 3 and 4:, enlargedcrosssectional views taken on the lines 3 and 4, respectively, of Fig.1; Fig. 5, a side elevation of one of the inclosing stop-castings,looking at it from the interior; Fig. 6, a plan view of a modified formof draw-bar and other parts constructed in accordance with myimprovements, looking at it from below; Fig. 7, a side elevation of oneof the inclosin g stop-castings shown in Fig. '6, looking at it from theinterior; and Fig. 8, a cross-sectional view taken on line 8 of Fig. 6.

In constructing a draw-bar in accordance with my improvements I make adraw-bar proper, A, of the desired size and shape and provide it with ayoke B, which forms a pocket, in which the main bufier-spring O isinserted. Arranged in the same pocket are followerplates 0 0, one ateach end of the main spring mechanism, so that when the parts are intheir operative position the followerplate c, by meansof the yoke, ispulled against the main spring, and when the draw-bar is pushed backwardit impinges directly on the spring by means of the follower-plate c. Tosus tain these parts in position'and provide stops for limiting themotion of the follower-plates and compressibility of the buffer-springs,I provide .stop-castingsD D, one at each side of the draft-arm andgained or otherwise Serial No, 628,572. (No model.)

set into the sills E E and provide them with shoulders d d to limit themotion of the follower-plates. The stop-castings are preferably securedto the sills by means of bolts and nuts e,which sustain them in desiredposition, and such castings may be provided with bars 61 that aresecured to the lower side of the castings and prevent thefollower-plates from being removed until desirable or necessary.

In this art and in my former construction springs for absorbingtheshocks due to the usage of the railway-cars are arranged in tandemrelation. These springs are bolted together and are held in properrelation and connection with the draw-bar by means of a long bolt. Thisconstruction involves considerable labor and time in the assembling ofthe parts, for the reason that the draw-bar with all of the springs hasto be assembled first and then raised into position.

Being erable time and involves considerable trouble to place such partsin their proper position. In order to obviate this objection and enablethe parts to be placed in position separately and economically, Iprovide the stop-castings D D with a rearward extension D and D whichform a cylindrical chamber or pocket (i into which the rear or auxiliaryspring mechanism G may be inserted. This auxiliary spring is usually alittle longer than the main springs, so that the compressibility ormovement of the main spring maybe exhausted before the second spring isexhausted or its motion completed. The principal advantage due to theinclosing stop-casting above described is the fact that the auxiliaryspring may be independently inserted in position first and the draw-barwith its pocket and follower-plates be afterward inserted in place. Itwill be apparent that this may be performed quickly and economically.

In Figs. 6,7 ,and 8 I have shown my improvements applied to a draw-barin which a set of springs H and H are used in multiple relation witheach other--that is, two springs or sets of springs are used side byside. draw-bar A with its yoke B is in all respects constructed similarto those described in connection with the preceding figures. The in- TheIOO

end of the main spring mechanism, stop-castings arranged one at eachside of the draw-bar to limit the movements of the follower-plates andprovided with rearward extensions to form a holding-pocket andsubstantially a complete closure for auxiliary spring mechanism, andauxiliary spring mechanism in the pocket of the stop-casting,substantially as described.

CHARLES A. SCHROYER. Witnesses:

THOMAS E. MGGREGOR, THOMAS F. SHERIDAN.

